From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Analysis of radiator water temperature, fan performance, and fuel supply issues leading to overheating.
| Identifier | WestWitteringFiles\U\May1930-July1930\ Scan127 | |
| Date | 2nd July 1930 | |
| -3- Hs{Lord Ernest Hives - Chair}/Su.1/184.2.7.30.Contd spring tightened choc-a-bloc. It was run on the last 10,000 miles test and stretched very little. GRAPH.(11) shews that the radiator top water temperature is no less than 9.5°C. higher without a fan than with a fan used to the best advantage. We did not think that the fan was so vitally important at road speeds as high as 60 M.P.H. The disadvantage of moving the fan nearer the matrix is that it tends to roar at high speeds with the radiator shutters in certain positions. MIXTURE STRENGTH. At 60 M.P.H. going from full strong to full weak makes a difference of 4°C. to the top water temperature (Graph 11) when everything under the bonnet is thoroughly hot (say mean temperature 45°C. - 50°C.), one gets the impression that the carburation becomes erratic. At full speed the autovac definitely acts as the high speed jet after running all out for about three minutes. As the fuel supply is inadequate there is a loss of power through weakness which certainly is bad for valves, pre-ignition, and over-heating. The simplest way of over-coming this is to run on the reserve. This trebles the period of full throttle work before shortage takes place. The larger drop valve to the autovac which is being standardised, improves the fuel supply appreciably. We think the fuel supply troubles may have affected some of the tests given in Hs{Lord Ernest Hives - Chair}/Su.1/11.25.6.30. | ||